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(No Model.) 8 Sheets-Sheet 1.

S. MARCUS.

GAS ENGINE.

No. 286,030. Patented Oct. 2, 1883.

71 Z??? f Zu/wdw" if Q W-ttw (No Model.) 8 Sheets--Sheet 2.

S. MARCUS.

GAS ENGINE.

No. 286,030. Patented Oct. 2, 1883.

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A! I J WWW/6d. Zwa/d N PEIERS. mmucm w. vim-" m. n. r:

8 Sheets-Sheet 3. S. MARCUS.

(No Model.)

GAS ENGINE.

Patented Oct. 2, 1883.

s Sheets-Sheet 4. S. MARCUS.

(No Model.)

GAS ENGINE.

Patented Oct. 2, 18-83.

8 Sheets-Sheet 5'. S. MARCUS.

(No Model.)

GAS ENGINE.

Patented Oct. 2, 1883.

u. mans, mmum mr. WIMIQM. o. c.

(No Model.) 8 Sheets-Sheet 6.

S. MARCUS.

GAS ENGINE.

No. 286,030. Patented Oct. 2, 1883.

(No Model.) 8 Sheets-Sheet 7.

SMARGUS.

GAS ENGINE. v No. 286,030. Patented Oct. 2, 1888.

PETERS. moblhognpher. wm-mo ,u. c.

UNITED STATES PATENT OFFICE.

SlEGFlllEl) MARCUS, OF VIENNA, AUST llA-HUXGARY.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 286,030, dated October 2, 1883. Application filed June ii, BS2. ("No model.) Patented in Belgium May 13, 1992, No. 57,960; in France May 15. 1992, No. 148,951;

in England May 23, 188:2. X0. 2/123, and in Italy June 30, 1882, XVI, 14,990, XXVlll, 441i, and XVII, 15,462, X

To all w/wm it may concern:

Be it known that I, SIEGERIED Martens, a subject of the Emperor of Austria, residing at the city of Vienna, in the Austro-Hungarian Empire, have invented certain new and useful Improvements in Gas-Engines; andI do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

My invention relates to certain improvements in the construction of gas-engincs; and it has for its object, first, to so construct the piston-cylinder of the engine as to adaptit for use as an air-compressing pump second, to provide means whereby the liquid employed to produce the explosive gas is thoroughly atonr izcd or vaporized, and which means are of simple construction and operation, and whereby highly volatile and explosive liquids may be employed and the air-compressor dispensed with 5 third, to provide a means for automatically igniting and exploding the explosive gas by an electric spark produced from a current generated by an electromagnetic generator, thereby dispensing with the usual batteries, and which is effective in a dry as well as a damp atmosphere, and entirely independent of all slide-valve mechanism; fourth, to effect the ignition and explosion of the gas within the exploding-chamber of the cylinder by an electric spark produced by the current generated by the electromagnetic apparatus, there by dispensing with the auxiliary flame or the tuhmkorif apparatus for producing the spark itself, and avoiding all danger of premature explosion or firc; fifth, to simplify the construction of the entire engine, and to so connect the various parts by simple mechanical appliances as to produce an automatic-timed and regular co-operation of said parts, so that but little care and attendance will be necessary and but little power required when compared with other engines ot'this class; and, last, to adapt the engine to be worked in any position and used either as a stationary or locomotive engine, its weightbeing con'iparafrom which a spark is produced to ignite and explode the explosive gases, and in themeans employed for effecting the same; fourth] y, in the construction and arrangement of the operating mechanism of the engine, all as herein after described, and as shown in the accompm nying drawings, in which- Figure l is a front elevation, Fig. 2 is a side elevation, partly in section, and Fig. Sis a plan view, of a gasenginc with a vertical piston'cylinder constructed according to my invention. Fig. 4 is an end elevation, and Fig. 5 is a side elevation, partly in section, of such an engine with a horizontal cylinder. Fig. (3 is a detail view of the mechanism that operates the admission and exhaust valves. Figs. 7 and 8 show, respectively, a longitudinal and a transverse section of my improved atomizer; and Figs. 9 and 10 are like views of a modilica tion in the construction of the same. Figs. 11, 12, and 13 show, in elevation, in vertical longitudinal section, and by an end view, a magneto-electric generator; and Fig. 14: shows its application to the engine for igniting and exploding the gases.

Like letters of reference indicate like parts wherever such may occur in the above figures of drawings.

I would here remark that the engines here tofore employed, in which is used a hydrocarburet mixed with atmospheric air to produce the explosive gas, and of which the Brayton and Sterne engines are types, have a separate airpump, which makes such machines very complicated; and one of the objects of this in vention is to dispense'with this separate airpump by utilizing the pistoircylinder itself as an air-pump, as willbe presentlydescribed.

tcfcrring to Figs. '1, 2, and 3 of the drawcompressing the air therein at each upward stroke and sucking fresh airat each downward stroke. This chamber a is in communication with a compressed-air reservoir, R,-by

means of the pipe r and the passages 07' c, a

formed in the upper head, 0, of the cylinder. In the latter is formed a second passage, 0*, through which air is admitted to chamber 0, which air, after being compressed, escapes into the reservoir B through passages 0". In the passage 0 is located a suction-valve, V, the rod 12 of which projects some distance above the head of the cylinder and through a stationary guide-arm, below which the valverod carries a nut or stop, n, that abuts 011 the under side of said arm, when the valve V has reached its seat. At its upper end the valverod carries a thumb-nut, n, and between the latter and the guide g acoil-spring, s, the tension of which tends to hold the valve to its seat in the head of the cylinder. By means of the thumb-nut a the valve is made adjustable, so as to more or less open the air-inlet port by more'or less compressing the spring .9, and thereby increasing or decreasing its tension and power exerted upon the valve and rod, as will be readily understood. In the passage 6" is located an escape-valve, V, the valve-rod v of which carries a coiled spring,

8, the tension'of which tends to hold the valve" down to its seat until moved by the pressure of the air within the cylinder-chamber-c. The chamber 0' of the cylinder C is in communication with the vaporizing or atomizing appliances through passage 0 and with the outer atmosphere throughpassage c and pipe 1). Each passage is provided with a stop-cock or valve namely, the passage 0 with an admission-valv e, s and the channel 0 with an exhaust, s, or othor equivalent appliances-whereby the communication between the cylinder-chamber a: may be established with and shut off from the atomizer and outer atmosphere. A portion of the compressed air passes from the reservoir R to the atomizer by pipes r a, where such air combines and is saturated with the fine spray or vapor of the liquid used to produce the explosive gas, and carried along with the. air to a chamber, 0, provided with a perforated diaphragm, d, where the current meets with a second current of air direct ifromth'e reservoir and pipe 1 f and both currents pass from said chamber to the cylinder chamber 0 through passage 0". The pipes r and r are provided with stop-cocks s" s, respectively, to regulate the volume of air admitted to the atomizer and chamber 0.

S is, the main crank-shaft that carries the two ily-wheels W, and with the cranks S of said shaft is connected one end of the connecting-rods It R, the other end being connected with the cross-head H, with which the pistonrod P is connected, said cross-head traveling,

as usual, in a suitable guide-frame, F. Upon the crank-shaft S are mounted two cams, E E, the former actuating the admission-valve or stop-cock 8" and the latter the exhaust-valve or stop-cock 8, above referred to. The shaft S also carries a belt-pulley, I, and a grooved pulley, I the former actuating the magnetd electric generator and the latter the atomiziug 4 apparatus. The admission and exhaust valves 8'' s are connected by means of articulated levers A A to the cams E E, and their extremities carry an anti-friction roller, a a, respectively, that rides in the cam groove or track or over the cam-surface, by which said levers are moved to open or close the admission and exhaust valves. The form of these cams is shown in Fig. 6, and in Fig. 4 I have shown a construction of cam provided with a cam-track.

These cams are mounted upon the crank-shaft in such relation to each other that when the piston has reached or is about to reach the limit of its stroke in one direction the admission-valve is opened and the exhaust-valve closed, and when the said piston has reached or is about to reach the limit of its stroke in a reverse direction the exhaust-valve is opened and the admission-valve closed, as will be readily understood.

Having now described the general construction of my improved engine, it will be understood that any suitable mechanism or appliances may be employed for atomizing or vaporizing the liquid employed to produce the explosive gas and that any suitable means may be employed for igniting the explosive .gas within the cylinder-chamber c, to drive the piston in one direction, (the centrifugal force of the fly-wheels carrying the piston in a reverse direction.) I have, however, found, on the one hand, that the small injectors-as in the Hook engine, for instance-for atomizing the liquid or injecting the vapors leave much to be desired, so far as their effectiveness is concerned, the work performed by these devices being imperfect. On the other, the method heretofore resorted to'to ignite2 0.,

IIO

explode-the gases or vapors by means of an which will be more perfect in their operation:

more reliable, more convenient, and simpler in construction, and especially to devlse means whereby an electric current may be produced,

without the use of a battery, by means of magnetic inductors operated by the engine itself, and I have at last succeeded in obtaining not only a vaporizeror, more properly, an atomizerof great etlectiveness and very simple in construction, but also a magneto-electric gen erat or of equally simple construction, of great effectiveness and. reliability, which I will now describe in their order.

tet'erring to Figs. 7, s, 9, and it), the latter two tigu res showing a slight modification in the arrangement of the atomizing-biaishes, l is a vessel of suitable construction in communication with a iced-reservoir through pipe 1'. The relative position between the two is pret erably such that the level of the liquid in I: will never rise much beyond the center of the shaft The latter is mounted in suitable bearings, andcarriesabrush-wheel,'B, to which a continuous rotation in the direction of the arrows, or an intermittent rotation, or an oscil latory movement, may be imparted from the engine mechanism. As shown, the brusln wheel i; has a continuous rotation imparted thereto from the pulley l on the crank-shaft S and the pulley 1" on the brush-wheel shalt through the medium of a belt or cord. As the brushes 7) are passing through the liquid they take up a certain quantity thereof and then come in contact with a scraper or shield, 1, whereby any excess of liquid is removed t-rom the brushes 1), which afterward come in contact with the adjustable atomizingplatc1?,

where the remaining liquid adhering to the brushes is atomized, and where the compressed air coming from reservoirRthrongh piper is mixed with the atomized liquid and carried out of the apparatus through pipe 1 into the chamber 0 and thence, as above described, to the cylinder-chamber c.

in Figs. 9 and 10 I have shown the atomizingbrush I), mounted on an endless belt, :3, traveling over belt-pulleys I, supported in suitable]iearings. Otherwise the operation and. construction of the atomizer are the same as those of the one just described.

instead of causing the brnsh-l'ielt to travel in a vertical direction, said belt may be caused to travel in a horizontal direction, and the construction and arrangement of these appliances will to some extent depend upon the size of the engine, arrangement of its cylinder, and the space where the engine is located.

Having described the atomizer, i will now describe the magneto-electric generator, rel'erring more particularly to Figs. ll, 12, 13, and ll.

l) and L are two metallic (iron) segments that form the two poles of a powerful mag netic reservoir or magazine, M, which latter is composed of a series of bar-magnets, m m

M, &c., and the metallic framing M, to which said bar-magnets are screwed. The pole-segments L T] are attached to a square plate, M. of a material not influenced by magnetism, and which serves as a support and cover for the same. As shown by Fig. 1f the bar-magnets m are arranged radially upon the pole-segments, and in two groups of an, equal number opposite each other. Between: the pole-segments located the armature-coil, O and its core 0, mounted upon a two-part shalt, S S. The core-armature is composed of a metallic core, 0, and two metallic disks, 0-, of soft iron or other suitable magnetic metal. The coil. 0 is composed oi a bobbin, o, of a suitable insulating substance, mounted on the coreo, and upon which is wound the insulated copper wire 0, one end of which coil. is connected with the metallic part of the apparatus and the other with a sleeve, 0 mounted upon the part S of the two-part shalt, and from which it is insulated. The latter part of this shaft has its bearings in the training M. anda plate, it, and the part S" of said shalt has its bean ings in a plat-e, t), and theplate M said plates Q Q, being secured to the armature O, and. serve to connect the sha t't therewith. The plate M? carries a biinlingsm'ew', in, insulated from the plate, but in metallic connection with the sleeve through the metallic bar in and the contact-spring s. I

lipon the part- S 01' the shalt, within the framing or supporting-plate M, is mounted a slot-ted lover, I)", which is actuated or carried along by the pin or stud Z", secured to a belt pulley, p, mounted upon a short shaft, S, that has its bearings in the metallic framing M, said shattha ving itsbearings eccentric to those of shaft S S, and is rotated from the engine through belt-pulley l. on main crankshaft S. ,iy means of this arrangement a differential speed is imparted to the shalt S S and induction-coil. The uniform rotation of the pul leys p l. is ot' great importance, and may be efiected in any desired manner and by any of the well-known means. To elt'ect this I have, as shown in Fig. 14, constructed the belt-pullcys l. p with peripheral recesses Iiand the belt i with projections or teeth if, that engage the recesses 75-, and thus uniformly rotate the pulleys and prevent any slip ot' belt B".

By the abovedescribed construction and ex tension of the poles of the magnetic magazine over the entire width of the pole-segments on the onehand, and by the application of thelever movement to rotate the induction-coil on the other hand, the armature is exposed sufliciently long to the magnetic influence of the bar-magnets as to secure a complete and thorough magnetization thereol', while the change in polarity follows very rapidly.

Upon a standard, F, secured to the plate M" of the magneto-e]ectric generator, is secured an angular or two-armed lever, 'U, and upon the part S of the two part shaft of said generator is mounted a cam, T, upon which rides the extremity of the arm a of lever U, which extremity may he provided with an anti-friction roller, '11, for obvious purposes. The arm u of lever U carries a metallic pin, U, that penetrates into the enlarged portion of the exhaust-passage c of the cylilnler-clnunber c immediately in front of the stop-cock or valve 8. The pin moves gas-tight within the aperture through which it passes, and carries a coiled spring, a", the tension of which tends to force IOO IlO

,the lever-arm and pin outward from the pas- A second pin, U", projects some distance into the passage 0", and upon the same plane as the pin U, the poles of the inductioncoil being connected with said pins by wires 102 10 through the binding-screw m and the metallic portion of the generator, as shown in Fig. 14. As plainly shown in Fig. 14, each pin UU terminates in an enlargement or con tact-point or button, a 11?, respectively. As the cam T rotates, the arm a of lever U is slowly moved inward when the roller it moves up theincline of the cam, and when at its hi ghest point, or greatest distance from the center of the cam, the contact-point a of pin U will be in contact with the point a of pin IV, and immediately thereafter the extremity of the lever-arm u will drop over the nose t of the cam T, and the contact of the two pins will be interrupted. The sudden interruption of the contact between the points a it produces the spark that ignites and explodes the gas in chamber 0. Thus it will be seen that ateach revolution of the cam T the gas is exploded and the piston P moved outward of the cylinder 0.

I have described hereinbefore mechanism whereby a differential motion is imparted to the induction-coil and its shaft; and the object of imparting such a movement to the coil and shaft will be apparent, for the reason that it is necessary that the coil during a portion of its rotation should be moved su liiciently slow to insure its thorough magnetization, in order to obtain the necessary current strength to produce the spark, and it should be moved sufli ciently fast to break the current as suddenly as possible, in order to produce the spark to ignite and explode the gases; and, as will be readily understood, the cam T will be so mounted upon its shaft as to cause the separationof the contact-pins at the proper time; hence said cam is operated from and timed by the movements of the piston through the piston-driven shaft.

The movements of the cam-shaft 8, the cam T, and the lever U are so timed relatively to the movements of the piston and gas-inlet valve that when said piston has reached or is about to reach the limit of its inward motion, or after starting 011 its outward motion, and immediately before or a little after the inlet-valve has been closed, the pins U and U will be in contact to close the induced electric circuit,

and when said inlet-valve is closed the contact will be suddenly broken, as described, thereby producing the electric spark to ignite and explode the explosive gas within chamber 0, and again move the piston outward.

It will be understood that, instead of using a vertical cylinder, the engine may be constructed for use with an inclined or horizontal cylinder, the latter construction being shown in Figs. 4 and 5. The head of the cylinder being removed, it is in all respects the same as the engine hereinbefore described, except as regards such modifications in the construction and arrangement of the parts as are necessary with the altered position of the cylinder; and, if desired, a separate air-compresser may be employed; or it may be operated without aircompressing mechanism, in which case the outer end of the cylinder may be open and if, instead of a mixture of a hydrocarburet and atmospheric air, carbureted hydrogen or other explosive gas is used, then the atomizer may be dispensed with, as will be readily understood. As shown in Figs. 4 and 5, the cylinder 0 is open at one end, the engine being constructed for operation without compressed air, A further modification in the construction of this engine lies in the fact that a cross head and guide-rods arehere dispensed with,whichmakestheengine more compact. The piston-rod is directly eonneeted with an angular lever or walking-beam,

W, that operates the crank-shaft S through the medium of a connecting-rod, '10. In this construction the inlet and outlet valves or stopcocks s s are operated by means of two cams, T" T, respectively mounted on the crank-shaft S, and by means of articulated levers L L, each composed of three lever-arms, Z Z 1 as plainly shown, the track of the cams T"T* be ing so formed that at each revolution of the crank-shaft the valves is s are alternately closed and opened, and in such manner that when the admission-valve is open the escapevalve is closed, and vice versa, as will be readily understood.

The operation of the engine is as follows: To start the engine, a partial rotation is imparted to the crank-shaft, whereby the atomizer is set in operation and compressed atmospheric air from the reservoir It admitted to and mixed with the liquid employed to produce the explosive gas, and simultaneously therewith the admission-valve s is opened. The piston P at the same time moves outward, drawing the explosive gas into chamber 0. The magneto-electric generator is also set in motion, and the contact or firing pins U-U brought into contact through the, medium of the slotted lever L pin 1 and belt-pulleys I p". By the continued rotation of the crankshaft the admissioii-valve is closed and the contact between the pins U U suddenly interrupted. The gas admitted is ignited and exploded, which moves the piston outward to the end of its stroke. The air in chamber c is compressed and passes into the receiver R,

necessary combination with the engine, as I:

anr about to make separate applications for patents for the same. 7

Having now described my invention, what I claim is 1. In a gas-engine, a piston and pistoncylinder constructed to operate as a motor and air-compressor, the admission port and valve of the cylinder, appliances for spraying the liquid from which the explosive compound is derived, appliances for forcing the air compressed by the piston into the sprayed liquid, and an auxiliary valve for forcing air under pressure directly into the admission-port of the cylinder, in combination with a perforated diaphragm located within the admission-port intermediate of the admissionyalve and the auxiliary air-valve, and the spraying appliances, substantially as and for the purposes specified.

2. In a gas-engine, a piston-cylinder and piston constructed to operate as an air-compressor, the admission port and valve of the cylinder, appliances for spraying the liquid from which the explosive compound is derived, appliances for admitting the air compressed by the piston in regulated volume to the spraying devices, and suitable valved connections between the two, in combination with an aux iliary valve for admitting air under pressure in regulated volume directly into the admission-port, a perforated diaphragm located in the latter between the admission-valve and the auxiliary air-valve, and spraying appliances and mechanism for operating and timing said admission by the movements of said piston, substantially as described.

3. The cylinder (11, provided with suction and check valves in one of its heads and the passage in its opposite head, the piston P, eonnecting-pipe a, and reservoir li in combination with an atomizer and suitable valveconneetion between the latter and the reservoir, the valve:s and the crank-shaft S, all 0011- strueted for co-operation as described.

4. The cylinder 0, having suction and check valves V V and a passage, in one head, and the passage 0 c in the other head, the pipe 0', reservoir R, an atomizer or vaporizer, and. suitable valve-connections between the latter and the reservoir, and the valve 8 s, in combination with the piston-driven shaft, all constructed for operation as described.

5. The combination of the reservoir R, a vaporizer or atomizer, and a chamber, 0 hav ing perforated diaphragm (1 with the valved pipes r W, substantially as and for the purposes specified.

6. In a gas-engine, the combination of a piston and a piston-cylinder eonstructcal to operate as an air-compressor, and a piston-driven shaft, with appliances for atomizing or vaporizing the liquid from which the explosive gas is produced, appliances for delivering the air compressed by the piston to the atomizer, a valve through which the explosive is ad mitted to or excluded from the explodingchamber of the piston-cylinder, appliances for igniting and exploding the gases admitted to said chamber by the sudden interruption oi an induced electric circuit, and an exhaustvalve to exhaust the spent from said cylinder, said inlet and exhaust valves and igniting devices being operated from and timed by the movements 01' the piston through the medium of the piston-driven shaft, substantially as and for the purpose specified.

In testimony whereof l. attix my signature in presence of two witnesses.

\Y i tn esses: SAMUEL ALnxANnnn, Lines ltl 1.1a v Weaver. 

